Porsche 924 (1976 to 1988)

The 924 began as a Volkswagen project, coded EA425, intended to replace the VW-Porsche 914. When Volkswagen pulled out in the mid 1970s and chose the Scirocco instead, Porsche bought back the design and put it into production, built under contract at the Audi-NSU plant at Neckarsulm. It was Porsche's first front-engined, water-cooled road car, with the engine at the front and a transaxle at the rear joined by a rigid tube, giving near-even weight distribution.

Much of the hardware came from the Volkswagen Group: an Audi-derived 2.0-litre four-cylinder engine (a relative of the unit in the VW LT van), Audi transaxle parts, and Beetle and Golf front suspension components. Purists were sniffy at the time, but the 924 sold in large numbers and kept Porsche afloat through a difficult decade.

On the road the standard car is not fast, but it is light, balanced and pleasant to steer, with a usable hatchback and small rear seats. The Turbo adds real pace with noticeable lag. The late 924S, with the 944's Porsche-built 2.5-litre engine, is widely seen as the best all-rounder. Today the 924 has a reputation as a robust, straightforward and DIY-friendly classic, with good parts support.

• Years: launched 1976; right-hand-drive UK deliveries from 1977; 2.0-litre car dropped in 1985; 924S built until 1988.
• Body style: three-door 2+2 coupé with large glass tailgate; optional removable or electric roof panel depending on year.
• 924 engine: 1984cc four-cylinder, single overhead cam, Bosch K-Jetronic injection, 125bhp.
• 924 Turbo: 2.0-litre turbo, quoted as 168 to 170bhp (1979), then 175 to 177bhp Series 2 (1981). Figures vary between sources depending on bhp or PS.
• Carrera GT (1980): intercooled turbo, around 207 to 210bhp; 400 built, 75 for the UK.
• GTS (1981): around 242 to 245bhp; 59 built, all left-hand drive.
• 924S: 2.5-litre Porsche M44 four with twin balancer shafts, about 150bhp (148bhp quoted by Hagerty), rising to about 160bhp for 1988.
• Gearboxes: four-speed manual; optional three-speed automatic; five-speed with dogleg first gear, later replaced by a conventional H-pattern five-speed; the Turbo has its own Porsche dogleg five-speed.
• Production: over 150,000 (Classics World) or over 152,000 (Hagerty) in total. Treat as approximate.

• 1976 to 1977: launch car with four-speed manual or automatic. Early galvanising only on load-bearing and underbody areas. Martini limited edition.
• 1978: optional dogleg five-speed (one source says 1977), improved ride and refinement, and fuller zinc coating with a six-year anti-perforation warranty. Lux pack in the UK. Classics World instead says only lower halves were galvanised before 1981; the sources disagree on when full galvanising began.
• 1979: 924 Turbo introduced.
• 1980: conventional H-pattern five-speed standard; breakerless ignition; Le Mans edition (100 for the UK); Carrera GT.
• 1981: Series 2 Turbo with Digital Motor Electronics; seven-year rust warranty; GTS.
• 1982 to 1984: better synchromesh, front anti-roll bar standard, rear spoiler standard from 1983, electric tilt sunroof from 1984.
• 1985 to 1986: 924S replaces the 2.0-litre car. Hagerty gives 1985; the club guide says right-hand-drive 924S cars arrived for the 1987 model year.
• 1988: power raised to about 160bhp; production ends in mid 1988.

Bodywork and structure

• Galvanising helps, but check the sills, wheelarches, floorpan and rear suspension front mounts. Classics World notes 924S sills are more rust-prone than earlier cars.
• Lift the boot carpet and check the spare wheel well for water and rust, caused by a tired tailgate seal or blocked spoiler drains.
• A damp passenger footwell can point to battery acid and water attacking the battery tray, which can also leak into the fusebox.
• Panel gaps were around 7mm from new; uneven gaps or mismatched paint at the front suggest crash repair.
• Check the front valance for scrapes and rust, and the edges of the roof panel opening. New rear wings are not available new.

Engine

• 2.0-litre: a puff of blue smoke on a cold start can be normal and should clear within seconds. Blue smoke when warm or under load means worn valve guides or worse.
• Tappet noise when cold is not unusual; if it persists hot, suspect camshaft wear. A small oil feed pipe under the cam cover can crack and starve the rear cam lobes.
• Cambelt every three years or 30,000 miles on the 2.0-litre. The non-turbo 2.0 is not described as an interference engine, but the Turbo is.
• Turbo: there is no post-shutdown turbo cooling, so turbo bearings suffer. Blue smoke at higher revs suggests a worn turbo. Authenticate Carrera GT and GTS cars with expert help.
• 924S: cam and balance shaft belts every four years, with special tools; many specialists also renew the water pump and tensioners. Check oil and coolant for head gasket trouble.
• Vibration suggests worn engine mounts. Low-slung radiators can be holed by stones. Heater valve leaks can contaminate the clutch.

Gearbox and drivetrain

• Manual boxes are durable; worn synchromesh and a sloppy lever (worn ball joint at its base) are common.
• Whining suggests worn propshaft or differential bearings. Vibration can come from worn torque tube bearings.
• Clutch replacement means removing the transaxle and torque tube, so a slipping clutch is a substantial job.
• Automatics should have clean fluid, not black or burnt-smelling.

Suspension, steering and brakes

• Clonks or shake at the front point to worn lower arm bushes or anti-roll bar links. Floaty handling means tired dampers.
• Steering column universal joints wear and rattle. Look for seepage from the 924S power steering hose.
• The standard 924 has rear drums, which cannot be inspected without dismantling, so an MOT brake test is a useful indicator. The Turbo has discs all round and the 924S uses 944 brakes. Check brake lines for corrosion and look for petrol tank leaks underneath.

Electrics and interior

• The dashboard top commonly cracks in sunlight; replacements exist.
• Test pop-up headlamps (motor or relay faults), electric windows, the roof panel, mirrors, wipers and washers. Bad earths cause many faults.
• On the 924S the DME relay is a known weak point causing rough or non-running; the airflow meter can also fail.
• Check seat bolsters and the period check cloth trim, which is hard to source in good condition.

Identity and paperwork

• Confirm model and specification from documentation, as Turbo, Carrera GT, GTS, Le Mans and Martini cars are copied. Polyurethane wings and arches on the Carrera GT age poorly and must be original to be authentic.
• Look for the toolkit and spare wheel, which suggest careful ownership.
• Check that the stated engine matches the car: 924S and Turbo engines are distinct from the 2.0-litre unit.

Parts supply is good. Porsche's classic parts operation still supplies items such as sills and front wings, and many mechanical parts are shared with Volkswagen Group cars. Seats can be retrimmed and dash tops replaced. Servicing is within reach of a competent home mechanic on the 2.0-litre car, though 924S belt changes need special tools and are best left to a specialist. Porsche Club Great Britain (https://www.porscheclubgb.com) runs a 924 register and publishes a buyers' guide.

• When was the cambelt (and on a 924S the balance shaft belt and water pump) last changed, and is there an invoice?
• Has any welding been done to the sills, floor or rear suspension mounts, and by whom?
• Does the tailgate or roof leak, and has the spare wheel well been dry?
• When was the clutch last replaced, and has the torque tube been out?
• For a Turbo or limited edition, what documentation proves its authenticity?